Combination exhaust and intake manifold



March 27, 1928.

W. E. KEMP COMBINATION EXHAUST AND INTAKE MANIFOLD Filed June 22, 1921 2 sheets-snee: 1

March 27, 1928. 1,663,634

W. E. KEMP COMBINATION EXHAUST AND INTAKE MANIFOLD Filed June 22, 1921 2 Sheets-Sheet 2 BY %MM @77 A TTOR/VEY Patented Mar. 27, 1928.

'WILLIAM E. KEMP, GF NEW YORK, N. Y.

COMBINATION EXHAUST AND INTAKE MANIFOLD.

Application filed June 22, 1921. Serial No. 479,560.

The present invention relates to combined intake and exhaust manifolds of internal combustion engines.

'It is commonly known that most of the carburation diiiiculties experienced with the present day gasolene and particularly heavier hydrocarbons is due to the fact that the heavy fuel particles settle in or on the wall of the intake manifold, particularly at low speeds, and run to the bottom, where they ather to such 'an extent '.as to seriously interfere with the normal cycle of operation ofthe engine. Most troubles are caused at low engine speed, .because the cylinders do not receive a uniform mixture, since the combustible mixture rushing past the stagnating liquid or condensed hydrocarbon in the intakeA manifold is made richer than desirable. On the other hand, when the speed of the engine is increased, it misfires.

The main object of the present invention is to so construct the intake manifold and so combine the same with. the exhaust manifold that the fuel settled in the intake manifold is instantaneously vaporized and caused to iow with the combustible mixture to the cylinders of the engine.

With these and other objects in view, which will more fully appear as the nature of the invention is better understood, the same consists in the combination, arrangement and construction of parts hereinafter described, pointed out in the appended claims and illustrated in the accompanying draw.- ings, it bein understood that many changes may be ma e in the size and proportion of the several parts and details of constructionv within the scope of the appended claims,

without departing from the spirit or sacriicing any of the advantages of the invention. One of the many possible embodiments of the invention is illustrated in the accompalying drawing, in which z*- lgure 1 is a central vertical section taken through a combined intake and exhaust-manifold constructed in accordance with the present invention, with a charge-forming devicein position thereon; Fig. 2 is an end view of the mechanism shown in Fig. l; Fig. 3 is a section taken on the line 3-3 of Fig. 1, on a larger scale; and Fig. 4 is a section taken on line 4 4 of Fig. 1, also on a larger scale.

In the drawin the numeral 10 indicates the exhaust-manifold of an engine, in the :form of a. clmmbered body, having' a plurality of inlet ports 11, connected with the exhaust ports of an internal combustion engine, and an outlet 12, through which the exhaust gases are led away in the usual manner. Through this exhaust-manifold extend conduits 13, in the present case two, which communicate with and form partof an intake-manifold 14, that is mounted upon and partly disposed within the exhaust manifold, as will presently be more fully described. The intake-manifold is mounted on top of the exhaust-manifold and is provided in its top portion with an inlet 15, communieating directly with a charge-forming device 16, the construction of which will be hereinafter more fully described. The mixture of air and hydrocarbon, entering the port' 15, is adapted to iow through two curved branches 17 and 18 of the manifold 14 to the conduits 13, which communicate through ports 19 with the inlet ports of the engine, the conduits extendin as above stated, through the exhaust-mani old, which is for this purpose enlarged, as clearly shown in Fig. 3 of the drawings. The transverse cross-section of each branchof the intakemanifold is larger than the area of the port 15 -and is somewhatincreased in the bends 20, immediately above where it joins its respective conduit 13. In alignment with the port 15 the branches 17 and 18 of the intakemanifold communicate with a passage 21,

leading to a duet 22, which has oppositely extending portions 23 and 24, communicating with the branches 17 and 18, respectively, of the intake-manifold a little distance 'above the levels at which the said branches are joined with the conduits 13. The major portion of the duct 22'is disposed within the exhaust-manifold and thus in direct contact with the exhaust gases flowing therethrough. Radiating ribs 25 and 26 are formed on the outer and inner faces, respec- The charge-forming device includes 'a car-v bureting chamber 27, cylindrical throughout its length and provided on its inner end with a fiange 28, said flange abutting against the intake-manifold and being secured thereto, for instance, by screws 29. The carbureting chamber extends vertically and communicates through the inlet 15 with the intakemanifold. Intermediate its ends the chamber is provided with a nipple 30, to which is joined, by a suitable coupling 31, a pipe 32,

thatleads to` a tank, the latter being disber, said mechanism being, preferably, in

the form of a needle valve 36, which is disposed within the nozzle, its diameter being slightly smaller than the inner diameter of said nozzle. Theneedle valve is carried by or made integral with a screw-threaded stem 37, the threads of which mesh with internal threads of a tubularV extension 38 on the carbureting chamber, thereby permitting of acljustment of the discharge end of the liquid hydrocarbon conduit, .for the well known purpose. In front, that is to say above the needle valve, there is located within the carbureting chamber a throttle 39, for instance a butterfiy valve comprising a disk 40, which is attached to a spindle 41. This spindle extends in parallel relation to the needle valve and is rotatably mounted in the carbureter casing. To the spindle is fixed, outside of the carbureter casing, a bell-crank lever 42,

one end of which is adapted to be connected with an actuating rod, not shown, While its other end is connected by a link 43 with a lever 44 the latter being fixed tothe screwthreaded stem of the needle valve. The inner end of the lever 44 is split as shown at 45, and through the split portion extends a clamping screw 46. This construction permits of a fixing of the lever 44 to the needle valve in any adjusted position of the latter.

The operation of this device is as follows:

If, in the operation of the en ine on which the device is employed, air ows past the nozzle 33more particularly past the permanently open slots 34 therein, liquid hydrocarbon is entrained and atomized or sprayed, the resulting combustible mixture being composed of air and liquid hydrocarbon gasified or vaporized in part and in part suspended in liquid form. The mixture is drawn at high velocity into the intake-manifold, where it passes through the branches 17 and 18 to the conduits 13, and through the latter to the intake-ports of the cylinders. The heavy liquid particles or less volatile hydrocarbon are carried by inertia and gravity into the passage 21 and settle on the bottom of the duct 22, more particularly on the ribbed portion 26 thereof. .The intake-manifold, being in direct contact with the exhaust-manifold and partly disposed within the'same, is heated by the exhaust gases flowing through the exhaust-manifold, the result being that the fuel particles on the bottom of the duct 22 are heated and consequently evaporated, flowing through the duct 22 into the branches of the intake-manifold in a direction at an angle to the direction of fiow of the combustible mixture through the said branches, thereby properly intermingling with the main charge. The cross-sectional areas of the portions 23 and 24 of the duct 22 decrease gradually toward their outlets in order to cause the evaporated fuel in the said duct to pass into the main fuel streams in the intake-manifold at relatively high velocity and also to prevent wire drawing of the fuel, 'as it flows from the said duct into the intakemanifold proper. Should the evaporated fuel flow back into the branches 17 and 18 through the passage 21, it will interminglc with the main charge, as the same enters 'through the inlet 15.

Such heavy particles of the combustible mixture which are carried in the main stream through the branches 17 and 18 impinge against the bends 2O of the intakemanifold. Inasmuch as the intake-manifold, as a whole, is heated by the exhaustv gases, these particles will be vaporized before passing into the conduits 13. The cross-section of each branch of the intakemanifold is increased in the bends 20 to permit of an expansion of the charges due to the rise in temperature to which they are subjected by the heated intake-manifold.

From the foregoing it appears that the fuel, While fiowing through the intake-manifold, is thoroughly vaporized by heat, maintaining its substantially gaseous state until it is received in the engine cylinders, settling of heavy fuel particles or less volatile hydrocarbon oils is thoroughly prevented, so that the engine cylinders do always receive a uniform mixture.

Attention is called to the fact that part of the intake-manifold is heated to a higher degree than other parts thereof, more particularly the duct 22 which is disposed within the exhaust-manifold. The main passages of the intake-manifold, that is to say the branches 17 and 18 above referred to, are heated by convection only. The purpose of this arrangement is to prevent undue expansion o the main charge as it flows through the branches 17 and 18, while superllO ing through t f charges have,

charge would beoverheated and consequentexpanded, resulting in a loss of power of l the engine. Moreover, the overheated charge would travel at such speed through the ,in-

take-manifold to prevent a settling of .the

heavy or less volatile h It is to be observed t ing, the device herein described automatically separates theheavy fuel or less'volatile hydrocarbon articles from'the charges flowe-intake-manifold, evaporates the said particles andA causes the same, after vaporization, to intermingle with the main charges, without undul expanding the latter. These functions o the device are made possible by the fact that the combustible on entering the intake-manifold, a downward flow, permitting inertia and avity to cause a settling of the heavy and ess volatile fuel particles.

What I claim is 1.In a device of the character described, the combination with the exhaust-manifold of an internal combustion engine, of a branched intake-manifold having a duct extending into said exhaust-manifold and taped intol each branch of said intake-manidrocarbon particles.

01d, said intake-manifold .being provided with an inlet at the point of junction of the branches thereof situated to permit of an initial vertical downwardlow of the combustible charges thereinto, and a passage in said intake-manifold wholly disposed below said branches in alignment with said inlet and leading downwards to saidv duct.

2. In a device ofthe character described, l

the combination with the exhaust-manifold of an internal combustion engine, of a branched intake-manifold having a duct extending into said exhaust-manifold and communicating with the branches of said intakemanifold, said intake-manifold being provided with an inlet at the point of junction at, generally speakof the branches thereof situated to permit of an initial downward flow of the combustible charges thereinto and a passage in said intake-manifold wholly disposed below said branches in `alignment with said inlet and leading downwards to said duct, the transverse cross-sectional areas of said duct decreasing gradually from said passage to the points of junction with said branches.

3. In a device of the character described,

the combination with the exhaust-manifold of an internal combustion engine, of a branched intake-manifold havin an inlet at the point of junction of its brano es situated to permit ofa downward fiow of the c0m.

bustible charges thereinto, and a duct extending into said exhaust-manifold communicating with the inlet to said intakemanifold and being tapped into branches of the latter, said duct being spaced throughout its length fromlsaid branches.

v 4. In a device according to yclaim 3, the cross-sectional areas of said duct decreasing gradually from aplane.in alignment with said inlet toward the `points of junction thereof with said branches. t v

5. In a device of the character' described, the combination with the exhaust-manifold of an internal combustion engine, of a branched intake-manifold having arts only of its branches dis osed in said) exhaustmanifold, saidinta e-manifold being provided with an inlet at the point of junction of the branches thereof situated to permit of an initial vertical downward flow of the combustible char es thereinto, the portion of said intake-mani oldextended into said exhaust-manifold being rovided with a pocket in alignment, with and below said inlet, said cket being connected by a duct with the ranches of said intake-manifold, the transverse cross-sectional areas of said duct decreasing gradually from said pocket to its points of junction with said branches.

Signed at New York, in the county of New York and State of New York, this 29th day of April A. D. 1921.V

WILLIAM E. KEMP. 

